Regenerative control system for an electric vehicle

ABSTRACT

An electric vehicle is disclosed having a frame, a plurality of ground engaging members, an electric motor, a front drive system, and a rear drive system. The electric motor is configured to provide power to at least a portion of the ground engaging members. The vehicle also comprises a plurality of batteries, an electronic controller, and a drive mode input. The drive mode input is operatively coupled to the electronic controller. The electronic controller operates the electric vehicle in one of a plurality of drive modes based on the drive mode input. In a first drive mode, the electronic controller specifies a first amount of motor braking to be applied by the electric motor, and in a second drive mode, the electronic controller specifies a second amount of motor braking to be applied by the electric motor. The second amount differs from the first amount.

RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication Ser. No. 61/187,147, filed Jun. 15, 2009, titled ELECTRICVEHICLE, the disclosure of which is expressly incorporated by referenceherein.

Reference is made to co-pending U.S. patent application Ser. No.12/484,921, filed Jun. 15, 2009, the disclosure of which is incorporatedherein by reference.

BACKGROUND

The present invention relates to electric vehicles and in particular toelectric utility vehicles.

Utility vehicles are known. Traditionally utility vehicles have includedan internal combustion engine to power the utility vehicles.

SUMMARY

The present disclosure relates to vehicles, including utility vehicles.The present disclosure relates to utility vehicles having an electricdrive train, and more particularly to battery operated vehicles. In anexemplary embodiment of the present disclosure, an electric vehicle isprovided. The electric vehicle may be a utility vehicle.

In an exemplary embodiment of the present disclosure, a method ofpowering an accessory coupled to an electric vehicle is provided. Themethod comprising the steps of operatively coupling a first DC-to-DCconverter to a plurality of batteries which power the operation of thevehicle; operatively coupling a second DC-to-DC converter to theplurality of batteries which power the operation of the vehicle; andbased on a condition of the vehicle, selectively coupling an accessorybattery to one of a first output voltage of the first DC-to-DC converterand a second output voltage of the second DC-to-DC converter to chargethe accessory battery. In an example thereof.

In another exemplary embodiment of the present disclosure, an electricvehicle having an accessory device coupled thereto is provided. Theelectric vehicle comprising a frame; a plurality of ground engagingmembers supporting the frame; an electric motor supported by the frameand operatively coupled to at least one of the plurality of groundengaging members to propel the vehicle; a plurality of batteriessupported by the frame; an accessory battery separate from the pluralityof batteries and operatively coupled to the accessory to power theaccessory; at least one high voltage vehicle component supported by theplurality of ground engaging members and operatively powered by theplurality of batteries; at least one low voltage vehicle componentsupported by the plurality of ground engaging members and operativelypowered by the plurality of batteries; and an electronic controllerwhich charges the accessory battery from the plurality of batteriesthrough a plurality of devices based on a condition of the vehicle.

In yet another exemplary embodiment of the present disclosure, anelectric vehicle is provided. The electric vehicle comprising a framehaving front and rear ends and a plurality of ground engaging memberssupporting the frame. The plurality of ground engaging members includinga first group positioned adjacent the frame front end and a second grouppositioned adjacent the frame rear end. The electric vehicle furthercomprising an electric motor supported by the frame; a front drivesystem supported by the frame and positioned adjacent the frame frontend, the front drive system operatively coupled to the electric motorand to the first group of ground engaging members; a rear drive systemsupported by the frame and positioned adjacent the frame rear end, therear drive system being operatively coupled to the electric motor and tothe second group of ground engaging members; a plurality of batteriessupported by the frame; an accessory battery separate from the pluralityof batteries; a sensor monitoring a movement of the vehicle; anelectronic controller which controls a provision of power from theplurality of batteries to the electric motor and which monitors themovement of the vehicle; a first DC-to-DC converter operatively coupledto the plurality of batteries, the first DC-to-DC converter having afirst output voltage; and a second DC-to-DC converter operativelycoupled to the plurality of batteries, the second DC-to-DC converterhaving a second output voltage, the second output voltage beingdifferent from the first output voltage, wherein based on the movementof the vehicle the electronic controller couples the accessory batteryto one of the first DC-to-DC converter and the second DC-to-DCconverter.

In still another exemplary embodiment of the present disclosure, anelectric vehicle is provided. The electric vehicle comprising a frame; aplurality of ground engaging members supporting the frame; an electricmotor supported by the frame and operatively coupled to at least one ofthe plurality of ground engaging members to propel the vehicle; abattery supply supported by the frame, the battery supply beingoperatively coupled to the electric motor; and a plurality of chargerssupported by the frame operatively coupled to the battery supply tocharge the battery supply, the plurality of chargers being coupled tothe battery supply in parallel.

In yet still another exemplary embodiment of the present disclosure, amethod of charging a battery supply of an electric vehicle is provided.The method comprising the steps of: providing at least a first chargerand a second charger on board the electric vehicle operatively coupledto the battery supply; connecting a power source to the first chargerand the second charger; and charging the battery supply with both thefirst charger and the second charger when the power source is a firsttype of power source and with only one of the first charger and thesecond charger when the power source is a second type of power source.

In a further exemplary embodiment of the present disclosure, an electricvehicle which is charged with a power source is provided. The electricvehicle comprising a frame; a plurality of ground engaging memberssupporting the frame; an electric motor supported by the frame andoperatively coupled to at least one of the plurality of ground engagingmembers to propel the vehicle; a battery supply supported by the frame,the battery supply being operatively coupled to the electric motor; aplurality of chargers supported by the frame operatively coupled to thebattery supply to charge the battery supply. The plurality of chargersincluding a first charger and a second charger which are coupled to afirst connector adapted to be coupled to the power source. The batterysupply being charged with both the first charger and the second chargerwhen the power source is a first type of power source and with only oneof the first charger and the second charger when the power source is asecond type of power source.

In yet a further exemplary embodiment of the present disclosure, anelectric vehicle is provided. The electric vehicle comprising a frame; aplurality of ground engaging members supporting the frame; an electricmotor supported by the frame and operatively coupled to at least one ofthe plurality of ground engaging members to propel the vehicle; anelectronic controller operatively coupled to the electric motor tocontrol operation of the electric motor; an operator area supported bythe frame, the operator area including seating and operator controls, atleast a first operator control providing an input to the electroniccontroller regarding a desired speed of the electric vehicle; a batterysupply supported by the frame, the battery supply being operativelycoupled to the electric motor; a first differential supported by theframe rearward of the front plane of the seating and operatively coupledto at least one ground engaging member which is rearward of the frontplane of the seating, the electric motor being operatively coupled tothe first differential; a second differential supported by the frameforward of the front plane of the seating and operatively coupled to atleast one ground engaging member which is forward of the front plane ofthe seating; and a prop shaft coupling the electric motor to the seconddifferential, the prop shaft extending through the battery supply. Theelectric vehicle has a plurality of wheel drive modes. Each of the wheeldrive modes selecting at least one of the plurality of ground engagingmembers to be operatively coupled to the electric motor. At least one ofthe plurality of wheel drive modes initially provides power to a firstnumber of ground engaging members, the first number being less than atotal number of ground engaging members, and subsequently provides powerto a second number of ground engaging members in response to a loss oftraction of at least one of the first number of ground engaging members,the second number being greater than the first number.

In still a further exemplary embodiment of the present disclosure, amethod of selecting a wheel drive mode of an electric vehicle from aplurality of possible wheel drive modes is provided. Each wheel drivemode selecting at least one of a plurality of ground engaging members tobe operatively coupled to an electric motor of the electric vehicle. Themethod comprising the step of: providing a first input in an operatorarea of the electric vehicle, the operator area having seating, thefirst input having a first setting corresponding to a first wheel drivemode, a second setting corresponding to a second wheel drive mode, and athird setting corresponding to a third wheel drive mode. In the firstwheel drive mode less than all of the ground engaging members positionedrearward of the front plane of the seating are operatively coupled tothe electric motor. In the second wheel drive mode at least a portion ofthe ground engaging members positioned rearward of the front plane ofthe seating are operatively coupled to the electric motor. The portionof the ground engaging members including ground engaging memberspositioned on both sides of a vertical centerline plane of the electricvehicle, all of the at least two ground engaging members beingpositioned rearward of the front plane of the seating. In the thirdwheel drive mode a first number of ground engaging members areoperatively coupled to the electric motor. The first number being lessthan a total number of ground engaging members. In response to a loss oftraction of at least one of the first number of ground engaging membersa second number of ground engaging members are operatively coupled tothe electric motor, the second number being greater than the firstnumber. The method further comprising the step of providing a secondinput in the operator area of the electric vehicle, the second inputhaving a first setting corresponding to a selection of engine brakingwhen the third setting of the first input is selected, wherein theengine braking is provided by altering a driving voltage of the electricmotor of the electric vehicle.

In still yet a further exemplary embodiment of the present disclosure,an electric vehicle is provided. The electric vehicle, comprising aframe having front and rear ends; a plurality of ground engaging memberssupporting the frame, the plurality of ground engaging members includinga first group positioned adjacent the frame front end and a second grouppositioned adjacent the frame rear end; an electric motor supported bythe frame; a front drive system supported by the frame and positionedadjacent the frame front end, the front drive system operatively coupledto the electric motor and to the first group of ground engaging members,the electric motor providing power to at least one of the first group ofground engaging members; a rear drive system supported by the frame andpositioned adjacent the frame rear end, the rear drive system beingoperatively coupled to the electric motor and to the second group ofground engaging members, the electric motor providing power to at leastone of the second group of ground engaging members; a plurality ofbatteries supported by the frame; an electronic controller whichcontrols a provision of power from the plurality of batteries to theelectric motor; and a throttle input system operatively coupled to theelectronic controller to provide an indication of a desired speed forthe vehicle. The throttle input system including a throttle inputmember; at least two sensors each of which provide an indication of aposition of the throttle input member; and at least two voltagesupplies, a first voltage supply being operatively coupled to a firstsensor of the at least two sensors and a second voltage supply beingoperatively coupled to a second sensor of the at least two sensors.

In yet still a further exemplary embodiment of the present disclosure,an electric vehicle is provided. The electric vehicle, comprising aframe having front and rear ends; a plurality of ground engaging memberssupporting the frame, the plurality of ground engaging members includinga first group positioned adjacent the frame front end and a second grouppositioned adjacent the frame rear end; an electric motor supported bythe frame; a front drive system supported by the frame and positionedadjacent the frame front end, the front drive system operatively coupledto the electric motor and to the first group of ground engaging members,the electric motor providing power to at least one of the first group ofground engaging members; a rear drive system supported by the frame andpositioned adjacent the frame rear end, the rear drive system beingoperatively coupled to the electric motor and to the second group ofground engaging members, the electric motor providing power to at leastone of the second group of ground engaging members; a plurality ofbatteries supported by the frame; an electronic controller whichcontrols a provision of power from the plurality of batteries to theelectric motor; and a drive mode input operatively coupled to theelectronic controller, the electronic controller operating the electricvehicle in one of a plurality of drive modes based on the drive modeinput, wherein in a first drive mode the electronic controller specifiesa first amount of engine braking to be applied by the electric motor andin a second drive mode the electronic controller specifies a secondamount of engine braking to be applied by the electric motor, the secondamount differing from the first amount.

In another embodiment of the present disclosure, method of operating anelectric vehicle is provided. The method comprising the steps ofrequesting a desired speed of the electric vehicle; monitoring a currentspeed of the electric vehicle; and applying engine braking with anelectric drive motor of the vehicle to reduce a current speed of thevehicle to a desired speed, a first amount of engine braking beingapplied with the electric drive motor when the vehicle is being operatedin a first drive mode and a second amount of engine braking beingapplied with the electric drive motor when the vehicle is being operatedin a second drive mode.

In still another exemplary embodiment of the present disclosure, anelectric vehicle is provided. The electric vehicle, comprising a framehaving front and rear ends; a plurality of ground engaging memberssupporting the frame, the plurality of ground engaging members includinga first group positioned adjacent the frame front end and a second grouppositioned adjacent the frame rear end; an electric motor supported bythe frame; a front drive system supported by the frame and positionedadjacent the frame front end, the front drive system operatively coupledto the electric motor and to the first group of ground engaging members,the electric motor providing power to at least one of the first group ofground engaging members; a rear drive system supported by the frame andpositioned adjacent the frame rear end, the rear drive system beingoperatively coupled to the electric motor and to the second group ofground engaging members, the electric motor providing power to at leastone of the second group of ground engaging members; a plurality ofbatteries supported by the frame; an electronic controller whichcontrols a provision of power from the plurality of batteries to theelectric motor including a drive current; and a drive mode inputoperatively coupled to the electronic controller. The electroniccontroller operating the electric vehicle in one of a plurality of drivemodes based on the drive mode input, wherein in a first drive mode theelectronic controller limits the drive current in a first non-linearfashion based on an rpm of the electric motor and in a second drive modein a second non-linear fashion based on the rpm of the electric motor.

In yet another embodiment of the present disclosure, method of operatingan electric vehicle is provided. The method comprising the steps ofrequesting a desired speed of the electric vehicle; monitoring a currentspeed of the electric vehicle; and adjusting a drive current of theelectric vehicle when the current speed of the electric vehicle is lessthan the desired speed of the vehicle, the drive current being limitedin a non-linear fashion based on an rpm of the electric motor.

In a further embodiment of the present disclosure, a method of operatingan electric vehicle is provided. The method comprising the steps ofrequesting a desired speed of the electric vehicle; monitoring a currentspeed of the electric vehicle; and adjusting a drive current of theelectric vehicle when the current speed of the electric vehicle is lessthan the desired speed of the vehicle, the drive current being increaseduntil one of the current speed equals the desired speed and a pause inthe operation of the drive motor of the electric vehicle is detected.

In still a further exemplary embodiment of the present disclosure, amethod of monitoring an electric vehicle is provided. The methodcomprising the steps of operatively coupling an external monitoringdevice to a controller of the electric vehicle, the electric vehicleincluding a rear drive operatively coupled to an electric drive motor topower one or more rear ground engaging members and a front driveoperatively coupled to the electric drive motor to power one or morefront ground engaging members, the electric motor being positionedrearward of a front plane of side-by-side seating in an operator area ofthe electric vehicle; monitoring at least one characteristic of theelectric motor with the external monitoring device; and sending at leastone response curve to the electronic controller from the externalmonitoring device, the response curve specifying an outputcharacteristic of the electric motor.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an exemplary utility vehicle;

FIG. 2 illustrates a left side view of the exemplary utility vehicle ofFIG. 1;

FIG. 3 illustrates a right side view of the exemplary utility vehicle ofFIG. 1;

FIG. 4 illustrates a top view of the exemplary utility vehicle of FIG.1;

FIG. 5 illustrates a top perspective view of the exemplary utilityvehicle of FIG. 1, with the body panels and roll-over structure removed;

FIG. 5A illustrates an enlarged portion of the central part of vehicleshown in FIG. 5;

FIG. 6 illustrates a bottom perspective view of the utility vehicle asdepicted in FIG. 5;

FIG. 6A illustrates an enlarged portion of the vehicle front end shownin FIG. 6;

FIG. 6B illustrates an enlarged portion of the vehicle rear end shown inFIG. 6;

FIG. 6C illustrates an enlarged portion of the vehicle mid-section shownin FIG. 6;

FIG. 7 illustrates a top plan view of the electric drivetrain of theutility vehicle of FIG. 1;

FIG. 8 illustrates a perspective view of the electric drivetrain of theutility vehicle of FIG. 1;

FIG. 9 illustrates a front perspective view of a motor controller of theutility vehicle of FIG. 1;

FIG. 10 shows a side view of the rear portion of the drivetrain;

FIG. 10A illustrates a cross-sectional view taken through lines 10A-10Aof FIG. 10;

FIG. 11 illustrates a rear view of the rear frame and drivetrain.

FIG. 12 illustrates a front perspective view of the front frame andfront portion of the drivetrain; and

FIG. 13 illustrates a cross-sectional view of the front differentialthrough lines 13-13 of FIG. 8.

FIG. 14 illustrates a fan unit and a body panel of the vehicle of FIG.1;

FIG. 14B illustrates a first representation of a cooling tunnel;

FIG. 14C illustrates a second representation of a cooling tunnel;

FIG. 14D illustrates a first control arrangement for the fan unit ofFIG. 14;

FIG. 14E illustrates a second control arrangement for the fan unit ofFIG. 14;

FIG. 14F illustrates a third control arrangement for the fan unit ofFIG. 14;

FIG. 14G illustrates a fourth control arrangement for the fan unit ofFIG. 14;

FIG. 15 illustrates an electrical system of the vehicle of FIG. 1;

FIG. 16 illustrates a portion of the vehicle of FIG. 1 along lines 16-16in FIG. 4;

FIG. 16A is a detail view of a portion of FIG. 16;

FIG. 17 illustrates a charger arrangement of the vehicle of FIG. 1;

FIG. 18A illustrates a first charging cable being coupled to a connectorof the charging arrangement of FIG. 17;

FIG. 18B illustrates a second charging cable being coupled to aconnector of the charging arrangement of FIG. 17;

FIG. 18C illustrates a third charging cable being coupled to a connectorof the charging arrangement of FIG. 17;

FIG. 18D illustrates a five pin connector of the charging arrangement ofFIG. 17 and a connector for the charging cables of FIGS. 18A-C;

FIG. 19 illustrates a storage compartment of the vehicle of FIG. 1wherein a connection to the first charging cable of FIG. 18A is to bemade;

FIG. 20 illustrates a processing sequence for controlling a speed of thevehicle of FIG. 1;

FIG. 21 is a representative view of the second controller of FIG. 15;

FIG. 22 is a representative view of the drivetrain of the vehicle ofFIG. 1;

FIG. 22A is a representation of a plurality of potential modes of thevehicle;

FIG. 22B is a representation of a first exemplary front drive;

FIG. 22C is a representation of a second exemplary front drive;

FIG. 23 illustrates an arrangement for an accessory battery and chargingcomponents for charging the accessory battery;

FIG. 24 illustrates a processing sequence for charging the accessorybattery;

FIGS. 25-28 illustrates under seat storage trays, battery trays, and mudguards of the vehicle of FIG. 1;

FIGS. 29 and 30 illustrate a linked system for storing the batteries ofthe vehicle of FIG. 1 wherein the movement of one set of batteries isresponsive to the movement of another set of batteries;

FIG. 31 illustrates a conduit for raising the venting level of thebatteries of the vehicle of FIG. 1;

FIG. 32 illustrates the mounting of a generator in the bed of thevehicle of FIG. 1;

FIG. 33 illustrates the connection of an external controller to thevehicle of FIG. 1;

FIG. 34 illustrates response curve files stored in the externalcontroller of FIG. 33 for transfer to the vehicle of FIG. 1

FIG. 35 illustrates an exemplary operator interface of the vehicle ofFIG. 1; and

FIG. 36 illustrates exemplary slip curves for the controller of thevehicle of FIG. 1; and

FIG. 37 illustrates a processing sequence for the controller of thevehicle of FIG. 1.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as all-terrain vehicles, motorcycles,watercraft, snowmobiles, and golf carts. Further, although described inthe context of an electric vehicle, the embodiments disclosed herein maybe implemented as part of a hybrid vehicle.

Referring to FIG. 1, an illustrative embodiment of vehicle 100 is shown.Vehicle 100 as illustrated includes a plurality of ground engagingmembers 102. Illustratively, ground engaging members 102 are wheels 104and associated tires 106. Other exemplary ground engaging membersinclude skis and tracks. In one embodiment, one or more of the wheelsmay be replaced with tracks, such as the Prospector II Tracks availablefrom Polaris Industries, Inc. located at 2100 Highway 55 in Medina,Minn. 55340.

In addition to vehicle 100, the teachings of the present disclosure maybe used in combination with the suspension systems, driveconfigurations, modular sub-sections, power steering units, and otherfeatures described in any one of U.S. Provisional Patent ApplicationSer. No. 60/918,502, titled VEHICLE, filed Mar. 16, 2007; U.S.Provisional Patent Application Ser. No. 60/918,556, titled VEHICLE,filed Mar. 16, 2007; U.S. Provisional Patent Application Ser. No.60/918,444, titled VEHICLE WITH SPACE UTILIZATION, filed Mar. 16, 2007;U.S. Provisional Patent Application Ser. No. 60/918,356, titled UTILITYVEHICLE HAVING MODULAR COMPONENTS, filed Mar. 16, 2007; U.S. ProvisionalPatent Application Ser. No. 60/918,500, titled METHOD AND APPARATUSRELATED TO TRANSPORTABILITY OF A VEHICLE, filed Mar. 16, 2007; U.S.Utility patent application Ser. No. 12/050,048, titled VEHICLE WITHSPACE UTILIZATION, filed Mar. 17, 2008; U.S. Utility patent applicationSer. No. 12/050,064, titled VEHICLE WITH SPACE UTILIZATION, filed Mar.17, 2008; U.S. Utility patent application Ser. No. 12/050,041, titledMETHOD AND APPARATUS RELATED TO TRANSPORTABILITY OF A VEHICLE filed Mar.17, 2008; U.S. Utility patent application Ser. No. 12/092,151, titledUTILITY VEHICLE HAVING MODULAR COMPONENTS, filed Apr. 30, 2008; U.S.Utility patent application Ser. No. 12/092,153, titled VEHICLE, filedApr. 30, 2008, U.S. Utility patent application Ser. No. 12/092,191,titled VEHICLE, filed Apr. 30, 2008, U.S. Utility patent applicationSer. No. 12/135,107, titled VEHICLE, filed Jun. 6, 2008, U.S. Utilitypatent application Ser. No. 12/134,909, titled SUSPENSION SYSTEMS FOR AVEHICLE, filed Jun. 6, 2008, U.S. Utility patent application Ser. No.12/218,572, titled FLOORBOARD FOR A VEHICLE, filed Jul. 16, 2008, andU.S. Utility patent application Ser. No. 12/317,298, titled VEHICLE,filed Dec. 22, 2008, the disclosures of which are expressly incorporatedby reference herein.

Referring to the illustrated embodiment in FIG. 1, a first set ofwheels, one on each side of vehicle 100, generally correspond to a frontaxle 108. A second set of wheels, one on each side of vehicle 100,generally correspond to a rear axle 110. Although each of front axle 108and rear axle 110 are shown having a single ground engaging members 102on each side, multiple ground engaging members 102 may be included oneach side of the respective front axle 108 and rear axle 110. Asconfigured in FIG. 1, vehicle 100 is a four wheel, two axle vehicle. Asmentioned herein one or more of ground engaging members 102 areoperatively coupled to a drivetrain 112 (see FIGS. 7 and 8) to power themovement of vehicle 100, as further described herein.

Returning to FIG. 1, vehicle 100 includes a bed 120 having a cargocarrying surface 122. Cargo carrying surface 122 may be flat, contoured,and/or comprised of several sections. Bed 120 further includes aplurality of mounts 124 for receiving an expansion retainer 824 (seeFIG. 32) which may couple various accessories to bed 120. Additionaldetails of such mounts and expansion retainers are provided in U.S. Pat.No. 7,055,454, to Whiting et al., filed Jul. 13, 2004, titled “VehicleExpansion Retainers,” the disclosure of which is expressly incorporatedby reference herein. Further reference is made to our pendingapplication Ser. Nos. 12/135,107 filed Jun. 6, 2008. entitled “VEHICLE”;12/134,909 filed Jun. 6, 2008, entitled “SUSPENSION SYSTEMS FOR AVEHICLE” and 12/317,298 filed Dec. 22, 2008, entitled “VEHICLE”, thedisclosures of which are expressly incorporated by reference herein.

Vehicle 100 includes an operator area 130 including seating 132 for oneor more passengers. Operator area 130 further includes a plurality ofoperator controls 134 by which an operator may provide input into thecontrol of vehicle 100. Controls 134 may include controls for steering,acceleration and braking. As shown in FIGS. 2 and 3, seating 132includes a seat bottom portion 136 and a seat back portion 138 and headrests 140. Seating 132 in one embodiment is a split bench with theoperator side being adjustable along the longitudinal axis of vehicle100. As shown herein, the operator area 130 includes a single bench seat132, but it should be appreciated that multiple tandem seats could beincorporated. A front plane 190 of seating 132 is shown in FIG. 2. Avertical centerline longitudinal plane 192 of vehicle 100 is shown inFIG. 4.

Vehicle 100 includes four wheel independent suspensions. Referring toFIG. 1, each of ground engaging members 102 of rear axle 110 is coupledto frame 150 (FIG. 2) through rear suspension 152. Rear suspension 152includes double A-arms 154 and a shock 156 (FIG. 2). Each of groundengaging members 102 of front axle 108 is coupled to frame 150 throughfront suspensions 160. Front suspension 160 includes double A-arms 162and a shock 164 (FIG. 1).

In addition to the bed 120, utility vehicle 100 includes a plurality ofbody components, and as best shown in FIGS. 2-4, namely side panels 170,floor boards 172, wheel wells 174, dash 176, rollover structure 178,hood 180, and bumper 182. All of these items are directly or indirectlyattached to and/or supported by the vehicle frame 150.

With reference now to FIGS. 5, 5A and 6, vehicle 100 is shown with thebody accessory parts and rollover structure 178 removed showingbasically the frame 150 and drivetrain 112. As shown best in FIG. 5, thevehicle has a front end 200, a rear end 202 and an intermediate portion204 between the front and rear portion 200, 202. Frame 150 includescorresponding front frame portion 210, rear frame portion 212 andintermediate frame portion 214. The frame portions 210, 212, 214 providesupport to drivetrain 112 as further described herein. In addition,frame 150 includes a seat support portion 216 and a bed support portion218.

With respect to FIGS. 6, and 6A-6C, frame 150 will be described. Frame150 includes longitudinally extending frame members 220 which extend asubstantial length of the vehicle and neck down to form front framemembers at 222. As shown best in FIG. 6A, support plates 224 and 226span the frame members 222 for support as described herein. As shownbest in FIG. 6B, rear frame portion 212 is defined by channel members230 extending from a transverse portion 232 which, in turn, extendsbetween longitudinally extending frame members 220. Plate portion 234extends across channel members 230 to provide support for a rear portionof the drivetrain 112, as described herein.

As best shown in FIG. 6C, intermediate frame portion 214 is comprised oftransverse channels 240 extending between longitudinally extending framemembers 220 and transverse channel portions 242 and 244 extendingoutwardly from longitudinally extending frame members 220. Twolongitudinally extending straps 250 extend over one of the transversechannels 240 and over channel 232 defining a longitudinal opening 256therebetween. The longitudinal opening 256 is positioned generallycentrally relative to the lateral width of the vehicle. Frame tube 262is positioned at the end of transverse channel portions 242 and frametube 264 is positioned at the end of transverse channel portions 244. Asupport platform 270 is positioned over channel 250, over at least twoof the transverse channel portions 242 and frame tube 262 and a supportplatform 272 is positioned over the other of the frame members 250 overat least two of the transverse channel portions 244 and over frame tube264.

With respect again to FIG. 5A, seat support platform 216 is comprised ofcrossbars 280, 282 which are elevated from the longitudinal extendingsupport members 220 by way of vertical support members 284. As shown,cross bar 280 defines a front end of the seat supporting portion.

With reference now to FIG. 7, drivetrain 112 is generally comprised ofrear drive 300, front drive 302, battery packs 304, a prop shaft 306interconnecting the rear and front drives 300, 302, and a controller tocontrol the motor speed and other electrical functions. One or morechargers 310 are also provided to recharge the batteries when thevehicle is idle. As also shown, battery packs 304 comprise individualbatteries 318 positioned rearward of the front end of the seatsupporting portion, and the chargers 310 are positioned forward of thefront end of the seat supporting portion.

With respect first to battery packs 304, two groups of batteries 304Aand 304B are defined where each battery group 304A, 304B includes abattery 318 of 12V capacity where each of the groups 304A, 304B arewired in series, thereby defining two 48V groups. Each of the groups304A, 304B are connected through the controller 308 in parallel todefine a 48V power source. It should be appreciated that battery group304B is supported by platform 270 (FIG. 5) whereas battery group 304A issupported by platform 272 (FIG. 6C). With reference to FIGS. 6C and 7,each of the groups of batteries 304A, 304B are also defined so as toflank longitudinal opening 256 to provide room for prop shaft 306extending therethrough. As shown best in FIG. 7, battery group 304A isserially connected by way of jumper cables 320, batteries in batterygroup 304B are serially connected by way of jumper cables 322 andbattery groups 304A and 304B are connected in parallel by way of batterycables 324. In one embodiment, jumper cables 320 and jumper cables 322are the same length. As such, only two lengths of battery cable areneeded to connect all of the batteries of 304A and 304B together.

With reference now to FIGS. 7-9, controller 308 and contactor 330 areshown in greater detail. As shown best in FIG. 9, both the controllerand contactor are mounted on a support member 340 having an upper flange342, a plate portion 344 and an end flange 346. As shown, controller 308can be mounted to plate portion 344 with contactor 330 mounted to endflange 346. Top flange 342 can be used to mount the controller andcontactor intermediate the battery groups 304A, 304B into thelongitudinal spacing 256 such that top flange 342 is arranged to spanand attach to crossbars 280, 282 (FIG. 5A). As also shown, contactor 330is oriented along a horizontal axis, with its contacts 332 projecting inthe same direction as connections for controller 308. This allows all ofthe electrical connections to be made from the same plane of thecontroller 330, as well as allows the movements of the contactor relayto be along a horizontal plane, unaffected by road vibration. Asdepicted, contactor 330 is a sealed contactor. An exemplary sealedcontactor is the Bear Model available from Trombetta located at N88W13901 Main Street in Menomonee Falls, Wis. 53051.

As mentioned above, the groups of batteries 304A, 304B input tocontactor 330 and to controller 308 as a source of power to drivetrain112. In the embodiment described, controller 308 is manufactured bySevcon, Inc, of Southborough, Mass. 01772, and is a Series G48 AC motorcontroller, Model G4865. As shown best in FIG. 9, controller 308 hasthree AC motor outputs 350 and an I/O connection port at 352. It shouldbe appreciated from viewing FIG. 9, that all of the main electricalconnections to the controller 308 and contactor 330 are centrallylocated, and are made to one face, that is the side face as viewed inFIG. 9. In one embodiment, a heat sink is mounted to controller 308 onthe side opposite from outputs 350.

With reference now to FIGS. 7, 10 and 11, rear drivetrain portion 300 isgenerally comprised of AC asynchronous motor 370 (or AC induction), atransaxle 372 which in turn drives differential output 374 ofdifferential 376 and forward drive shaft 378 which drives prop shaft 306through universal joint 380 (FIG. 10). In the embodiment shown, motor370 is manufactured by ABM Greiffenberger Antriebstechnik GmbH, ofMarktredwitz, Germany model number 112-200-4. As shown best in FIG. 10A,transaxle 372 comprises an input from motor 370 to drive gear 382, whichin turn drives idler 384. Idler 384 drives pinion 386 which is connectedto reduction gear 388 which drives pinion 390. Pinion 390 drives thedifferential which drives differential output 374 (FIG. 10), and drivesthe forward drive shaft 378 (FIG. 10).

With respect now to FIGS. 8, 12 and 13, the front drivetrain portion 302will be described in greater detail. As shown in FIGS. 8 and 12, frontdrivetrain portion 302 includes a front differential 400 interconnectedto prop shaft 306 by way of a universal joint 402. Differential 400 hastwo outputs 404 each of which connect to one of the front wheels by wayof drive shafts. As shown, differential 400 is an automatic lockingfront differential manufactured by Hilliard Corporation of Elmira, N.Y.,and has an overrunning clutch and as shown in FIG. 13, includes rollerbearings 408. Differential 400 also operates under the principledescribed in U.S. Pat. No. 5,036,939, the subject matter of which isincorporated herein by reference. Another front drivetrain portionincluding an overrunning clutch is shown in U.S. Pat. RE38,012E, thesubject matter of which is incorporated herein by reference. In oneembodiment, the front drive portion is a Model No. 1332670 availablefrom Polaris Industries Inc. of Medina Minn. In one embodiment, thefront drive portion is a Model No. 1332568 which includes active descentcontrol and is available from Polaris Industries Inc. of Medina Minn. Asshown best in FIG. 13, differential 400 has a differential gear 402which is engaged/disengaged by a plurality of roller bearings 404,during wheel slippage, which in turn drives differential outputs 406, topower the front wheels. Differential 400 is designed to engage when thewheel slippage is in the range of 10-30%.

As mentioned above, battery groups 304A, 304B, power contactor 330 andcontroller 308 (FIG. 7) are all positioned under seat support. The speedof the vehicle 100 is controlled by a signal pickup carried throughcable 430 and interconnected to I/O connector port 352 (FIG. 9) which inturn provides AC power to motor 370 via cable 432 (FIGS. 7, 8)interconnected between three phase ports 350 and motor 370. In oneembodiment, controller 308 includes doubled headed hex studs as couplingpoints for the cables. This allows multiple cables to be coupled to agiven stud without having to uncouple a previously coupled cable fromthe given stud. An exemplary double headed hex stud has two threadedends and hex portion positioned therebetween. A first threaded portionis threaded into the respective port on controller 308 with an eyelet ofa first cable receiving the first threaded portion and being capturedbetween the controller 308 and the hex portion. An eyelet of a secondcable may then receive the second threaded portion and be capturedbetween the hex portion and a nut retainer threaded onto the secondthreaded portion. As mentioned above, one or more chargers 310 arepositioned in the front portion of the vehicle 100 and recharge batterygroups 304A, 304B.

Referring to FIG. 15, an exemplary electrical system 550 of vehicle 100is represented. Vehicle 100 includes a controller 552 which controls theoperation of vehicle 100. In the illustrated embodiment, controller 552includes a first controller 308 and a second controller 554. Althoughvehicle 100 is shown to include multiple controllers, in one embodiment,vehicle 100 may include a single controller. Controller 308 interfaceswith the components of vehicle 100 which are operating based on thecharge from a battery supply 556. In the illustrated embodiment, thecharge from the battery supply is 48V. Battery supply 556 includes thetwo banks of batteries 304A and 304B as discussed herein. Although,battery supply 556 is described having 48V charge, battery supply 556may be based on less or more volts. Controller 554 interfaces with thecomponents of vehicle 100 which are operating based on a lesser charger.In the illustrated embodiment, the lesser charge is about 12V charge.

In one embodiment, when a key switch 560 (also see FIG. 16) is switched“OFF”, vehicle 100 is electrically dead unless chargers 310 are chargingbattery supply 556. When an operator turns key switch 560 to “ON”,controller 308 receives power from battery supply 556 through key switch560. This is a low power voltage that initially powers up controller308. During this time capacitors are charged to limit in-rush currentthrough contactor 330. Once contactor 330 is switched on, power frombattery supply 556 (at 48V) is provided to controller 308 to power motor370. Further, contactor 330 powers DC-to-DC converter 564. DC-to-DCconverter 564 provides a lower voltage (12V) to power many of thecomponents of vehicle 100. Since controller 308 powers motor 370,vehicle 100 is still drivable in a two-wheel mode even if the 12V systemof vehicle 100 is malfunctioning. In one embodiment, wherein the batterycharger and the DC-to-DC converter are housed together, only a singleconnection needs to be disconnected to disconnect the 12 V system of thevehicle (and the charger) from the battery source.

As illustrated in FIG. 15, DC-to-DC converter 564 and the illustratedcomponents of vehicle 100 operating on the 12V system are separated by arelay 566. In one embodiment, relay 566 is a 48V coil relay. Relay 566is coupled to key switch 560 and connects DC-to-DC converter 564 to theillustrated 12V components of vehicle 100 at key “ON” and uncouples thesame at key “OFF.” The 12V components of vehicle 100 include lights 567,a 12V outlet 568, horn 569, and other suitable components.

In one embodiment, at key “OFF”, power is no longer provided tocontroller 308 which results in contactor 330 opening. Further, power isno longer provided to relay 566 thereby cutting power to the 12Vcomponents of vehicle 100. At this point vehicle 100 may be towedregardless of the position of switch 630 as long as parking brake 642 isnot set.

Another component powered by relay 566 is second controller 554.Referring to FIG. 21, second controller 554 includes a charging statusmodule 690, a vehicle speed determination module 692, an alternatorcontrolled switch module 694, a transient voltage protection module 696,a rear differential driver module 698, a front differential drivermodule 700, a first throttle regulator module 635, and a second throttleregulator module 637. Although described as separate modules the abovemay be part of a single software program or multiple software programs,or firmware.

Charging status module 690 drives charging indicator light 702 on dash650 (see FIG. 16). In one embodiment, charging indicator light 702 is amulti-color LED. Charging status module 690 through indicator light 702provides an indication of charge status and error codes. Charging statusmodule 690 illuminates charging indicator light 702 with a first colorwhen battery supply 556 is charging, a second color when vehicle 100 isoperating in a reduced power mode (either due to elevated temperature ofcontroller 308 or due to a low AC voltage based on the charge status ofbattery supply 556), and a third color to indicate chargers 310 error.In one example, the first color is green, the second color is amber, andthe third color is red. In one embodiment, in addition to displaying agreen color, charging status module 690 also distinguishes between thecharging statuses of battery supply 556. Charging indicator light 702 issolid when charging is complete. Charging indicator light 702 exhibitsshort flashes when the charging of battery supply 556 is less than about80 percent complete. Charging indicator light 702 exhibits long flasheswhen the charging of battery supply 556 is more than about 80 percent.In one embodiment, in addition to displaying a red color, chargingstatus module 690 provides an indication of the charger error. Chargingindicator light 702 blinks a first number of times for a first error anda second number of times for a second error. An operator may note thenumber of blicks and reference a Troubleshooting section of the owner'smanual to determine the problem with chargers 310. A separate indicatorlight is provided on dash 650 for motor over temperature.

Vehicle speed determination module 692 receives pulses from speed sensor373 and converts these to a vehicle speed. In one embodiment, speedsensor 373 is a non-contact sensor, such as a hall effect sensorpositioned in the gearcase 372 to monitor the speed of one of theintermediate gears, such as gears 384, 386, and 388. The determinedvehicle speed is used by other portions of controller 552 to control theoperation of vehicle 100.

Alternator controlled switch module 694 provides an output signal whenvehicle 100 is moving. The determination of when vehicle 100 is movingis based on the speed determination of vehicle speed determinationmodule 692. The signal provided by alternator controlled switch module694 is used by various components of vehicle 100. For example, thesignal from alternator controlled switch module 694 controls thecounting of hour meter 710.

Transient voltage protection module 696 protects the indicator lamps ofdash 650 from transient voltage spikes. The indicator lights of dash 650include charging indicator light 702, a parking brake indicator light704, a diagnostics display 706, an over temperature indicator light 708,an hour meter 710, and a battery charge indicator 712. An exemplary dash650 is shown in FIG. 16. In one embodiment, transient voltage protectionmodule 696 incorporates transient voltage snubber diodes across theindicator panel lamp circuits to protect them from voltage spikes.

Rear differential driver module 698 operates to control when reardifferential 376 may be locked and unlocked. In one embodiment, reardifferential driver module 698 provides a pulse width modulated signalto reduce current draw and heat in rear differential 376. The engagement(“locking”) of rear differential 376 and disengagement (“unlocking”) ispermitted only when the vehicle speed determined by vehicle speeddetermination module 692 is below a preset speed. In one embodiment, thepreset speed is 20 miles per hour. In one embodiment, the preset speedis 15 miles per hour.

Front differential driver module 700 operates to control when frontdrive 302 is active. The engagement of front drive 302 and disengagementof front drive 302 is permitted only when the vehicle speed determinedby vehicle speed determination module 692 is below a preset speed. Inone embodiment, the preset speed is 20 miles per hour. In oneembodiment, the preset speed is 15 miles per hour.

First throttle regulator module 635 and second throttle regulator module637 provide power to separate sensors 634 and 636, respectively. Theoperation of sensors 634 and 636 is explained herein.

Returning to FIG. 15, controller 552 controls the operation of motor370, rear drive 300, and front drive 302. A direction of operation ofmotor 370 is selected by the operator through a switch 630 (also shownin FIG. 16A). Switch 630 has three settings: forward, neutral, andreverse. As illustrated in FIG. 15, indicator lamps (“F”, “N”, and “R”)are provided on dash 650 and the appropriate one illuminates based onthe position of switch 630. In one embodiment, controller 308 does notinitiate power to motor 370 unless switch 630 is initially set inneutral. Thereafter, switch 630 may be moved to either forward orreverse. With switch 630 set in one of forward or reverse, controller552 determines a speed of motor 370, and hence of vehicle 100, based onthe position of a foot throttle pedal 632 (also shown in FIG. 16) andbased on one or more settings of vehicle 100.

A position of throttle pedal 632 is monitored by a first sensor 634 anda second sensor 636. Each of sensors may be non-contact sensors, such ashall effect type sensors. Other exemplary sensors includepotentiometers. By having multiple sensors, controller 552 is able todetect a potential failure situation with one of the sensors. In oneembodiment, throttle pedal 632 and sensors 634 and 636 are provided aspart of Model No. MT 6000 pedal assembly available from Kongsberglocated at 300 South Cochran in Willis, Tex. 77378.

In one embodiment, each of sensors 634 and 636 output a voltage based onthe position of throttle pedal 632. In one embodiment, the voltageoutput by first sensor 634 increases as throttle pedal 632 is depressedand the voltage output by second sensor 636 decreases as throttle pedal632 is depressed. In one embodiment, the voltage output of the firstsensor 634 and the second sensor 636 should both increase with pedaldepression, but at different rates. In the following discussion a ratioof the voltage of sensor 634 and the voltage of sensor 636 should begenerally constant regardless of pedal position. In one embodiment, theratio of the voltage of sensor 634 to the voltage of sensor 636 is about2. Controller 552 distinguishes between a safety mode of operation and anormal mode of operation based on the voltage readings of first sensor634 and second sensor 636. In a safety mode of operation, a speed ofvehicle 100 is limited so that an operator may still move vehicle 100.In one embodiment, the speed of vehicle 100 is limited to about 12 milesper hour in the safety mode of operation.

In one embodiment, second controller 554 includes a first regulatedvoltage supply 635 (see FIG. 21) which provides power to first sensor634 and a second regulated voltage supply 637 (see FIG. 21) whichprovides power to second sensor 636. First regulated voltage supply 635and second regulated voltage supply 637 are isolated from each other andfrom the remaining circuitry of second controller 554. By usingredundant regulated voltage supplies, one of first regulated voltagesupply 635 and second regulated voltage supply 637 may fail and vehicle100 will still be operable in the safety mode.

An exemplary representation of the selection of a safety mode ofoperation and normal mode of operation based on the voltage of firstsensor 634 and second sensor 636 is shown in Table 1.

TABLE 1 Sensor 634 Sensor 636 “input 1” “input 2” (1.1-4.2 V) (0.55-2.1V) error drive mode control voltage out of range out of range yes nonenone <0.86 in range yes safety mode 2*input2 >4.79 in range yes safetymode 2*input2 in range <0.36 yes safety mode input1 in range >2.48 yessafety mode input1 in range, input1 > yes safety mode input1 2.05*input2in range, input1 < yes safety mode 2*input2 1.95*input2 in range, onratio no normal mode min (input1, 2*input2)In addition to the voltage values provided by first sensor 634 andsecond sensor 636, controller 552 checks a status of a sensor 640associated with the parking brake 642 (see FIG. 10). As shown in FIG.10, a disk 644 of parking brake 642 is coupled to forward drive shaft378 while a caliper 646 of parking brake 642 is coupled to gear box 372.Caliper 646 engages disk 644 when a parking brake input lever 648 (seeFIG. 16) provided in a dash 650 of operator area 130 of vehicle 100 ispulled in direction 649. Parking brake input lever is spaced apart fromthrottle pedal 632 and brake pedal 633. Sensor 640 monitors a positionof parking brake input lever 648. In one embodiment, sensor 640 is amicro-switch. Other exemplary sensors include non-contact hall effectsensors, capacitive type sensors, inductive type sensors, and magneticmicro switch/magnetic reed sensors. As illustrated parking brake 642 isa mechanically actuated brake having electrical sensors monitoring thestatus of parking brake 642. In one embodiment, parking brake 642 may beelectronically controlled. Brake pedal 633 is operatively coupled todisk brakes associated with one or more of the ground engaging members102. In one embodiment, the engine braking discussed herein isindependent of the operator actuating brake pedal 633. In oneembodiment, the amount of engine braking for each drive mode may betailored to whether the operator is actuating brake pedal 633 and, inone embodiment, to the degree that the operator is actuating brake pedal633. In one embodiment, disk brakes are provided for each groundengaging member.

Referring to FIG. 20, a processing sequence 650 for controlling motor370 based on the position of throttle pedal 632 is shown. The status ofparking brake 642 is checked, as represented by block 652. If sensor 640indicates that parking brake 642 is set then motor 370 is not engaged,as represented by block 654. If sensor 640 indicates that parking brake642 is not set then the operation of motor 370 is based on the positionof throttle pedal 632. Controller 552 checks to see if first sensor 634is operating in range, as represented by block 656. If first sensor 634is outside of an expected voltage range, safety mode is entered, asrepresented by block 658. Further, the control voltage used bycontroller 552 is set to twice the value of the voltage of second sensor636. If first sensor 634 is in range, controller 552 checks to see ifsecond sensor 636 is operating in range, as represented by block 660. Ifsecond sensor 636 is outside of an expected voltage range, safety modeis entered, as represented by block 658. Further, the control voltageused by controller 552 is set to the value of the voltage of firstsensor 634. If both first sensor 634 and second sensor 636 are in range,controller 552 checks to see if the relative values of first sensor 634and second sensor 636 are in an expected band, as represented by block662. If first sensor 634 and second sensor 636 are outside of theexpected band the safety mode is entered, as represented by block 658.Further, the control voltage used by controller 552 is set to one oftwice the value of the voltage of second sensor 636 and the voltage of634 depending on the values of first sensor 634 and second sensor 636.If first sensor 634 is in the expected band, the normal mode is entered,as represented by block 664.

In the normal mode, controller 552 controls motor 370 based on the valueof the control voltage. An exemplary control of the motor 370 is shownin Table II

TABLE II control voltage action <1.54 V off, FS1 open 1.54 to 3.65 V FS1closed, torque proportional to curved response between endpoints >3.65 VFS1 closed, max torqueIf the control voltage is less than a first threshold value, controller552 does not operate motor 370 to move vehicle 100. If the controlvoltage is in at or above the first threshold value and below a secondvalue, controller 552 sets an indicator (“FS1”) of foot pedal positionto closed (a virtual indicator of foot pedal depression) and operatesmotor 370 according to a preset response curve. If the control voltageis above the second value, controller 552 sets an indicator of footpedal position to closed (a virtual indicator of foot pedal depression)and operates motor 370 at a maximum torque of the preset response curve.

In one embodiment, controller 552 may include a plurality of presetresponse curves. In one embodiment, controller 552 may include up tothree preset response curves which are selectable through a mode inputswitch 670 (see FIG. 15 and FIG. 16A). Mode input switch 670 includesthree settings, a first corresponding to a first preset response curve671 (see FIG. 22A), a second corresponding to a second preset responsecurve 672 (see FIG. 22A), and a third corresponding to a third presetresponse curve 673 (see FIG. 22A). If it is desired to only have asingle preset response curve selected by the user, all three settingsmay have the same associated response curve.

In one embodiment, the three mode settings are a high mode (increasedspeed), an efficiency mode (increased range), and a low mode (increasedtowing). Exemplary response curves also include novice mode (limits topspeed) and a company mode (defined by purchaser of vehicle for allcompany vehicles). As discussed herein with reference to FIGS. 33 and34, various preset response curves may be loaded into the memory ofcontroller 552 and set to correspond to a setting of mode input switch670.

In one embodiment, the mode settings vary an upper vehicle speed limit,an upper motor output torque limit, the upper motor torque limit as afunction of rpm, and an amount of regenerative braking. As explainedherein, in one embodiment, the regenerative braking varies based on themode selected with mode switch 670. In high mode or efficiency mode,little or no regenerative braking is implemented to limit top speed.Further, little or no regenerative braking is implemented duringpedal-up wherein the operator releases the throttle foot pedal. Thisimproves the drivability of vehicle 100 by allowing vehicle 100 to coastrather than “hunting” between regenerative braking and acceleration tomaintain a desired speed. In most cases it is also results in moreefficient operation, and reduced motor and controller temperatures. Inlow mode, additional regenerative braking may be applied to providedescent control, whereby the amount of regenerative braking is modulatedto prevent the vehicle from exceeding the top speed in this mode.Regenerative braking will also be higher in the pedal up position toprovide a strong engine-braking feel. In one embodiment, regenerativebraking is higher at the beginning of throttle pedal application andreduces therefrom. This results in the first fraction of pedalapplication corresponding to a transition from braking to coasting, andthe remainder of pedal application applies progressively higheraccelerating torque.

In one embodiment, the amount of regenerative braking in addition withbeing drive mode specific distinguishes between when the foot pedal isdepressed and not depressed. When the foot pedal is depressed, theamount of regenerative braking is proportional to the deceleration rateof the electric motor 370. When the foot pedal is not depressed (pedalup), the amount of regenerative braking varies based on the motor torquelimits of the drive mode and an rpm setpoint of motor 370. Above the rpmsetpoint more braking is provided. Below the setpoint less braking isprovided to allow vehicle 100 to generally coast to a stop.

The output torque of electric motor 370 is proportional to the drivecurrent supplied to the motor 370. As such, the upper motor outputtorque limit specifies an upper limit of the drive current that may beapplied to the electric motor 370. As explained herein, in some drivemodes the upper limit is 100% of the rated drive current for theelectric motor while in some drive modes the upper limit is less than100% of the rated drive current. The drive current may be limited toincrease the vehicle operation range for a charge of the battery supply556.

In addition, to the upper motor output torque limit controller 552 mayfurther limit the upper level of the drive current to increase vehicleperformance for one or more drive modes. In one embodiment, controller552 limits the drive current based in part on an output rpm of theelectric motor 370. In one embodiment, controller 552 limits the drivecurrent in a non-linear fashion. In one embodiment, controller 552limits the drive current in a non-linear fashion based on an output rpmof the electric motor 370. In one example, the non-linear fashion ischaracterized by a plurality of discrete linear relationships eachincluding a range of rpm values. In one example, eight discrete linearrelationships are provided, each of the eight discrete linearrelationships sharing an endpoint with at least one other of the eightlinear relationships.

In one embodiment, controller 552 limits the upper level of the drivecurrent of electric motor 370 as a function of output rpm of theelectric motor 370 by reference to a slip curve for a given drive mode.In one embodiment, at various drive current and rpm combinations,electric motor 370 may intermittently pause during operation. The slipcurve functions to avoid the intermittent pausing of the electric motor370. The slip curve provides an angle number for electric motor 370 as afunction of electric motor rpm. The angle number is a measure of theslip between the rotor and stator of electric motor 370. The adjustmentof the angle number corresponds to an adjustment of the drive current ofthe motor. Referring to Table III, three exemplary modes are presented.

TABLE III Torque Regenerative Braking Slip curve Maximum (% of (%available) (see FIG. Mode Speed maximum) (foot off of pedal 632) 36)Application High 25 MPH 85% 30% Curve 832 Trail riding (40 km/h)Efficiency 15 MPH 60% 20% Curve 834 Whenever possible, (24 km/h) tomaximum driving range of battery pack Low 12 MPH 100% 60% Curve 836Towing, hauling (19 km/h) loads, driving on steep hills or aggressiveterrainIn the Efficiency mode, the torque output from the electric motor 370 ismore limited than in the High mode. This results in a decrease of heatgenerated by electric motor 370 and an increase in the range of electricvehicle 100. In one embodiment, the range of electric vehicle 100 in theEfficiency mode is about twice the range of the electric vehicle 100 inthe High mode. Exemplary slip curves for each of the High mode, theEfficiency mode, and the Low mode are provided in FIG. 36 and referencedin Table III.

Referring to FIG. 37, an exemplary processing sequence for controller552 is shown. Controller 552 determines that vehicle 100 is operating ina normal mode as opposed to a safety mode, as represented by block 664.Controller 552 based on the voltage inputs by first sensor 634 andsecond sensor 636 determines the desired speed of vehicle 100 asdescribed herein, as represented by block 850. Controller 552 thendetermines the drive current to supply to the electric motor 370 toachieve the desired speed, as represented by block 852. Based on thedrive mode selected, the responsiveness of vehicle 100 to achieve thedesired speed may vary. As mentioned herein, two limitations on thedrive current for a given drive mode include the upper torque limit forelectric motor 370, as represented by block 854, and the upper torquelimit adjustment based on motor rpm, as represented by block 856.

Controller 552 monitors an indication of the speed of vehicle 100 todetermine if it is operating at the desired speed, as represented byblock 858. If so, control is returned to block 850. If not, controllerdetermines if the vehicle speed is higher than the desired speed, asrepresented by block 860. One example of wherein the vehicle speed maybe higher than the desired speed is when the vehicle is traveling on adownward slope. If the vehicle speed is higher than the desired speed,engine braking is applied by controller 552 to slow the vehicle, asrepresented by block 862. Control is then returned to block 858.

If the vehicle speed is lower than the desired speed, controller 552determines if the motor output torque is at the upper limit for thecurrent drive mode, as represented by block 864. One example of whereinthe vehicle speed may be lower than the desired speed is when thevehicle is traveling on an upward slope. If the upper torque limit hasnot been reached, controller 552 may increase the drive current forelectric motor 370, as represented by block 866.

In one embodiment, at various motor drive current and motor output rpmcombinations, electric motor 370 may intermittently pause duringoperation. In one embodiment, controller 552 in order to achieve adesired speed may operate to increase the drive current of electricmotor 370 until the desired speed is reached. The controller 552 mayhave an upper limit on the drive current which is drive mode specific.In one example, controller 552 may monitor electric motor 370 todetermine if the motor pauses during operation. If not, controller 552will continue to increase the drive current for electric motor 370 untilthe desired speed is reached or an upper limit is reached. If a motorpause is detected, controller 552 may alter an angle number of motor 370which is a measure of the slip between the rotor and stator of electricmotor 370. The adjustment of the angle number corresponds to anadjustment of the drive current of the motor.

In addition to switch 630, vehicle 100 includes a drive configurationswitch 631 (see FIGS. 15, 16A, and 22A). Switch 631 permits an operatorto select between a first drive configuration mode, a second driveconfiguration mode, and a third drive configuration mode. Each of thedrive configuration modes distribute the torque being provided by motor370 to one or more of ground engaging members 102. The amount of torqueis not adjusted, just the distribution to the various ground engagingmembers 102. In an exemplary first drive configuration mode 674, onlyone ground engaging members 102 is coupled to motor 370, one of the rearwheels through differential 376 (differential 376 is unlocked). In anexemplary second drive configuration mode 675, only two ground engagingmembers 102 are coupled to motor 370, the two rear wheels throughdifferential 376 (differential 376 is locked). In an exemplary thirddrive configuration mode, all four ground engaging member 102 arecoupled to motor 370, the two rear wheels through differential 376 andthe two front wheels through front drive 302. In one embodiment of thethird drive configuration mode, front drive 302 couples both of groundengaging members 102 to motor 370 all of the time. In one embodiment ofthe third drive configuration mode, front drive 302 couples at least onethe ground engaging members 102 of the front axle to motor 370 when atleast one of ground engaging members 102 of the rear axle losestraction. In one example, torque is provided to the ground engagingmembers 102 having the less resistance relative to the ground. In thisembodiment, front drive 302 includes overrunning clutches. An exemplaryfront drive unit including overrunning clutches is Model No. 1332670available from Polaris Industries Inc of Medina, Minn.

Referring to FIG. 22B, one exemplary arrangement of front drive 302 isshown. A coupler 685 couples prop shaft 306 to front drive 302.Overrunning clutches 686 are provided which couple output shaft 530A andoutput shaft 530B to prop shaft 306, respectively. Controller 552activates overrunning clutches 686 (for mode 676) by way ofelectromagnetic coils 687. Referring to FIG. 22C, another exemplaryarrangement of front drive 302 is shown wherein a single overrunningclutch 686 is provided instead of two.

Returning to FIG. 22, transaxle 372 contains rear differential 376 andis coupled to front drive 302 through prop shaft 306. Drive shaft 306,like other drive shafts mentioned herein, may include multiplecomponents and are not limited to straight shafts. Front drive 302includes two output shafts 530A and 530B, each coupling a respectiveground engaging member 102 of the front axle to front drive 302. Reardifferential 376 includes two output shafts 532A and 532B, each couplinga respective ground engaging member 102 of the rear axle to differential376. In one embodiment, differential 376 also includes an output shaft533. In one embodiment, output shaft 533 may couple motor 370 to a thirddifferential, either as part of a modular sub-section, such as disclosedin U.S. patent application Ser. No. 12/092,153, titled VEHICLE, filedAug. 30, 2008, the disclosure of which is expressly incorporated byreference herein, or as part of a pull behind unit, such as disclosed inU.S. patent application Ser. No. 12/189,995, titled PULL BEHIND UNIT FORUSE WITH A SELF-PROPELLED VEHICLE, filed Aug. 12, 2008, the disclosureof which is expressly incorporated by reference herein.

Returning to FIG. 22A, in addition to the different drive configurationmodes selectable through mode switch 631, in one embodiment variousbraking configuration modes which rely on front drive 302 may beselectable through a switch 638 on dash 650 (see FIGS. 15, 16A, and22A). In one embodiment, front drive 302 is Model No. 1332568 availablefrom Polaris Industries Inc. of Medina, Minn. which includes activedescent control (“ADC”). ADC provides on-demand torque transfer to thefront wheels through ground engaging members 102 (as described in thethird drive configuration mode) and is also capable of providing motorbraking torque. An exemplary front drive which may accommodate thefunctionality of the third drive configuration mode and motor brakingtorque is disclosed in U.S. Pat. RE38,012E, the disclosure of which isexpressly incorporated herein by reference. As vehicle 100 descends agrade, vehicle 100 may want to travel faster than the speed set by thetorque supplied by motor 370. As such, the output shafts 530 will rotatefaster than prop shaft 306. When this happens, front drive 302 couplesoutput shafts 530 to prop shaft 306. On an internal combustion engine,this coupling results in the resistance of the engine providing brakingpower to the front axle to assist in slowing vehicle 100. In the presentembodiment, the driving voltage supplied by controller 308 to motor 370is changed to increase resistance to the rotation of prop shaft 306.This increased resistance provides motor braking. In one embodiment,vehicle 100 includes regenerative braking whereby motor 370 functions asa generator to charge battery supply 556. In this situation, duringdescents the motor 370 applies a braking torque which opposes the motorrotational direction. The braking torque both provides motor brakingthrough the ground engaging members 102 of front drive 302 and chargesbattery supply 556.

In one embodiment, ADC is selectable by the user through switch 638 (seeFIGS. 15, 16A, and 22A) on dash 650. ADC switch 638 includes twosettings. A first setting 678 corresponds to the engine braking portionof front drive 302 being disabled. In this embodiment, front drive 302transfers torque to one or both of ground engaging members 102 of thefront axle when the ground engaging members 102 of the rear axle losestraction, but does not provide engine braking torque. A second setting679 corresponds to the engine braking portion of front drive 302 beingenabled. In this embodiment, front drive 302 transfers torque to one orboth of ground engaging members 102 of the front axle when the groundengaging members 102 of the rear axle loses traction, and providesengine braking torque when vehicle 100 is descending a slope. In oneembodiment, controller 552 allows mode 679 to be selected when the speedof vehicle 100 is less than a preset speed. An exemplary speed is about15 mph.

Regarding rear differential 376, in one embodiment rear differential 376is a locked differential wherein power is provided to both of the wheelsof the rear axle through output shafts 532A and 532B. In one embodiment,rear differential 376 is a lockable/unlockable differential relative tooutput shafts 532A and 532B. When rear differential 376 is in a lockedconfiguration power is provided to both wheels of the rear axle throughoutput shafts 532A and 532A. When rear differential 376 is in anunlocked configuration, power is provided to one of the wheels of therear axle, such as the wheel having the less resistance relative to theground, through output shafts 532A and 532B. In one embodiment, reardifferential 376 is a lockable/unlockable differential relative tooutput shaft 533. In a first configuration, rear differential 376 islocked relative to output shaft 533 (power is not provided to outputshaft 533). In a second configuration, rear differential 376 is unlockedrelative to output shaft 533 (power is not provided to output shaft533). In one embodiment, rear differential 376 does not include outputshaft 533. In this case, rear differential 376 may be either a lockeddifferential relative to output shafts 532A and 532B or alockable/unlockable differential relative to output shafts 532A and532B.

By having motor 370 selectively power rear differential 376 and frontdrive 302, the towing capability of vehicle 100 is enhanced relative toelectric vehicles having a separate motor for the front axle and therear axle. By having motor 370 selectively power both differential 376and front drive 302, all of the torque of motor 370 may be directed torear differential 376 unless differential 376 is sensed to be losingtraction. This is advantageous in towing situations because often therear axle has better contact with the ground than the front axle whentowing. As such, by having all of the power of motor 370 available todifferential 376 the towing capability of vehicle 100 is increased.

As mentioned herein, in one embodiment, vehicle 100 includesregenerative braking. During regenerative braking, the motor 370 appliesa braking torque which opposes the motor rotational direction. Thetorque produced by this reversal slows vehicle 100.

In one embodiment, the regenerative braking varies based on the modeswitch 670, In high mode or efficiency mode, little or no regenerativebraking is implemented to limit top speed. Further, little or noregenerative braking is implemented during pedal-up wherein the operatorreleases the throttle foot pedal. This improves the drivability ofvehicle 100 by allowing vehicle 100 to coast rather than “hunting”between regenerative braking and acceleration to maintain a desiredspeed. In most cases it is also results in more efficient operation, andreduced motor and controller temperatures. In low mode, additionalregenerative braking may be applied to provide descent control, wherebythe amount of regenerative braking is modulated to prevent the vehiclefrom exceeding the top speed in this mode. Regenerative braking willalso be higher in the pedal up position to provide a strongengine-braking feel. In one embodiment, regenerative braking is higherat the beginning of throttle pedal application and reduces therefrom.This results in the first fraction of pedal application corresponding toa transition from braking to coasting, and the remainder of pedalapplication applies progressively higher accelerating torque.

Referring to FIG. 2, a fan unit 500 is provided in front of controller308. As shown in FIG. 14, fan unit 500 is coupled to a body panel 502which is positioned in operator area 130 below single bench seat 132.Body panel 502 includes vent openings 504 through which air is drawnfrom operator area 130 into a housing 508 of fan unit 500. A lowerportion of housing 508 includes tabs 510 which are received in openings512 of a support 514 of body panel 502. An upper portion of housing 508includes a tab 516 which is coupled to a support 518 of body panel 502through a coupler. Exemplary couplers include a screw, cooperating snapfeatures on tab 516 and body panel 502, or other suitable couplers.

Referring to FIG. 2, air from operator area 130 is drawn into fan unit500 through vent openings 504 and passes over controller 308 andcontactor 330 to provide cooling air across controller 308 and contactor330. In one embodiment, fan unit 500 is in line with controller 308 andcontactor 330.

Referring to FIG. 14B, in one embodiment, fan unit 500 is positionedwithin a cooling tunnel 680. In one embodiment, cooling tunnel 680includes a first side wall 682 and a second side wall 684 whichgenerally close off the area around controller 308 and motor 370 fromthe outside. In one embodiment, a top wall (not shown) is included. Thelower portions of frame 150 serve as a bottom wall. Air is drawn intocooling tunnel 680 by fan unit 500 through vent openings 504 intransaxle 502. Due to cooling tunnel 680 the air passes by controller308 and motor 370 and out of an air outlet 686. In one embodiment, airoutlet 686 is an open rear side of cooling tunnel 680. In oneembodiment, air outlet 686 are vent openings in a rear wall (not shown)of cooling tunnel 680. In one embodiment, cooling tunnel 680 extendsonly to the area surrounding controller 308 and not the area surroundingmotor 370. Another arrangement of components within cooling tunnel 680is shown in FIG. 14C. In the embodiment illustrated in FIG. 14C,controller 308 is positioned forward of fan unit 500. Fan unit 500therefore draws air past controller 308 from vent openings 504.

Referring to FIG. 14D, in one embodiment fan unit 500 is coupled to keyswitch 560. When key switch 560 is switched to “ON”, fan unit 500 isactive. When key switch 560 is switched to “OFF”, fan unit 500 isinactive. As such, fan unit 500 is always on when vehicle 100 is active.

Referring to FIG. 14E, in one embodiment fan unit 500 is coupled to auser actuated fan switch 561 which is provided as part of dash 650. Whenuser actuated fan switch 561 is switched to “ON”, fan unit 500 isactive. When user actuated fan switch 561 is switched to “OFF”, fan unit500 is inactive. As such, fan unit 500 is on demand. An operator mayactivate fan unit 500 when increased performance from vehicle 100 isdesired in extreme conditions. Fan unit 500 cools controller 308 and, insome embodiments, motor 370. This allows controller 308 and motor 370 todraw more current resulting in more power. Also, this permits theoperator to maintain a “silent operation” of vehicle 100, if desired.

Referring to FIG. 14F, in one embodiment fan unit 500 is coupled tocontroller 552. The controller 552 includes software to monitor atemperature of controller 308 based on a temperature sensor 309associated with controller 308 and a temperature of motor 370 based on atemperature sensor 371 associated with motor 370. In one embodiment, thetemperature sensor is a thermistor. When the monitored temperature ofeither controller 308 or temperature sensor 371 exceeds a thresholdamount, controller 552 activates fan unit 500 to cool controller 308 andmotor 370. In one embodiment, the software of controller 552, ratherthan basing the operation of fan unit 500 on a monitored temperature,controls fan unit 500 based on a speed of vehicle 100. A speed sensor373 is associated with motor 370 to provide input to controller 552.Once a speed of vehicle 100 exceeds a threshold value, controller 552activates fan unit 500. This arrangement activates fan unit 500 athigher speeds. In one embodiment, the software of controller 552controls the operation of fan unit 500 based on both a monitoredtemperature of controller 308 or motor 370 and a monitored speed ofvehicle 100. In one embodiment, fan unit 500 is kept on after a key“OFF” if the temperature of controller 308 or motor 370 is above athreshold amount.

Referring to FIG. 14G, in one embodiment fan unit 500 is coupled tochargers 310. When chargers 310 is charging battery supply 556, fan unit500 is active. When chargers 310 is not charging battery supply 556, fanunit 500 is inactive. In one embodiment, battery supply 556 includesflooded lead acid batteries which give off hydrogen gas during charging.Fan unit 500 operates to dissipate the concentration of hydrogen gasaround battery supply 556 during the charging. In one embodiment, aseparate fan unit is provided for use during charging. This fan unitwould be positioned proximate the battery supply 556 and powered by aseparate connection to chargers 310.

As mentioned herein, battery supply 556 is charged through chargers 310.In one embodiment, multiple chargers are provided. In one embodiment,one of the chargers 310 is packaged with DC-to-DC converter 564. Anexemplary charger and DC-to-DC converter combination is the QuiQ-DCIavailable from Delta Q located in Burnaby, British Columbia, in Canada.

Referring to FIG. 17, an embodiment including two chargers, charger 310Aand charger 310B, is represented. Charger 310A and charger 310B arecoupled to battery supply 556. In one embodiment, charger 310A andcharger 310B are coupled to battery supply 556 in parallel. In oneembodiment, only one of charger 310A and charger 310B is programmed toprovide an equalizing charge to battery supply 556. This may bespecified in the charging profiles of the respective chargers 310.

Charger 310A and charger 310B are coupled to a connector 570 which is inturn connected to one of a plurality of different charging cords. Eachof charger 310A and charger 310B includes a ground input 572, a neutralinput 574, and a hot input 576. The ground input 572A of charger 310Aand the ground input 572B of charger 310B are tied together as groundinput 578 of connector 570. The neutral input 574A of charger 310A andthe neutral input 574B of charger 310B are tied together as neutralinput 580 of connector 570. Hot input 576A of charger 310A correspondsto a first hot input 582 of connector 570. Hot input 576B of charger310B corresponds to a second hot input 584 of connector 570.

Referring to FIG. 18A, connector 570 is shown with a first chargingcable 590. Charging cable 590 includes a first connector 592 which isconfigured to interface with a standard 120 v, 15 A outlet or extensioncord and a second connector 594 which is configured to interface withconnector 570. Connector 570 and second connector 594 include matingportions which couple a ground line 596 of first charging cable 590 toground input 578 of connector 570, couple a neutral line 598 of firstcharging cable 590 to neutral input 580 of connector 570, and couple ahot line 599 of first charging cable 590 to first hot input 582 ofconnector 570. No connection is made to second hot input 584 ofconnector 570. As such, only charger 310A operates to charge batterysupply 556 when first charging cable 590 is connected to connector 570.

Referring to FIG. 19, first charging cable 590 and first connector 592are shown. As shown in FIG. 19, first connector 592 is accessiblethrough a storage compartment 600 of operator area 130. Storagecompartment 600 includes a door 602 which is rotatable to open and closestorage compartment 600 relative to the remainder of operator area 130.With having first charging cable 590 carried by vehicle 100, an operatorsimply needs an extension cord to connect first connector 592 of firstcharging cable 590 to a standard wall outlet.

Referring to FIG. 18B, connector 570 is shown with a second chargingcable 610. Charging cable 610 includes a first connector 612 which isconfigured to interface with a standard 120 v, 30 A outlet or extensioncord and a second connector 614 which is configured to interface withconnector 570. Connector 570 and second connector 614 include matingportions which couple a ground line 616 of second charging cable 610 toground input 578 of connector 570, couple a neutral line 618 of secondcharging cable 610 to neutral input 580 of connector 570, and couple ahot line 619 of second charging cable 610 to both first hot input 582 ofconnector 570 and second hot input 584 of connector 570. As such, bothcharger 310A and charger 310B operate to charge battery supply 556 whensecond charging cable 610 is connected to connector 570. Like firstcharging cable 590, second charging cable 610 may be positioned suchthat first connector 612 is accessible through storage compartment 600.

Referring to FIG. 18C, connector 570 is shown with a third chargingcable 620. Charging cable 620 includes a first connector 622 which isconfigured to interface with a standard 240 v outlet or extension cordand a second connector 624 which is configured to interface withconnector 570. Connector 570 and second connector 624 include matingportions which couple a ground line 626 of third charging cable 620 toground input 578 of connector 570, couple a neutral line 628 of thirdcharging cable 620 to neutral input 580 of connector 570, and couple ahot line 629 of third charging cable 620 to both first hot input 582 ofconnector 570 and second hot input 584 of connector 570. As such, bothcharger 310A and charger 310B operate to charge battery supply 556 whenthird charging cable 620 is connected to connector 570. Like firstcharging cable 590, third charging cable 620 may be positioned such thatfirst connector 622 is accessible through storage compartment 600.

Referring to FIG. 18D, in another embodiment connector 570, secondconnector 594, second connector 614, and second connector 624 are eachfive pin connectors. The connections made internal to each connector areillustrated in FIG. 18D.

In another embodiment, charger 310A and charger 310B each include astandard connector for a 120V, 15 A power source. In this situation anoperator would plug each charger into a separate wall outlet. Thus,requiring two cords to be provided for full charging. Of course, asingle charger could be used by only connecting one of the chargers to awall outlet.

In another embodiment, a cord is provided which splits into twoconnectors, one for charger 310A and one for charger 310B. A differentcord may be provided for each of 120V, 15 A; 120V, 30 A; and 240V.

In addition to battery supply 556, vehicle 100 may include an accessorybattery 720, represented in FIG. 23. In one embodiment, accessorybattery 720 is supported by front frame portion 210 of frame 150.Accessory battery 720 is provided to power an accessory 722. Anexemplary accessory is a winch. An exemplary winch is the integrated4500 pound winch (part no. 2877042) available from Polaris Industrieslocated in Medina, Minn. By having accessory battery 720, the charge ofbattery supply 556 is not used to operate accessory 722. In oneembodiment, the accessory battery 720 is supported by the vehicle 100independent of the accessory 722.

In one embodiment, accessory battery 720 is charged by battery supply556 through DC-to-DC converter 564. In one embodiment, accessory battery720 is charged with a separate DC-to-DC converter 724. As shown in FIG.23, in one embodiment, accessory battery 720 is selectively charged byeither DC-to-DC converter 564 or dc-to-dc converter 724 based on aposition of a relay 726. In one embodiment, relay 726 is a single pole,double throw relay. The operation of relay 726 is controlled bycontroller 554.

Referring to FIG. 24, a processing sequence 726 of controller 554 isshown. Based on the output of alternator controlled switch module 694 adetermination is made whether vehicle 100 is moving or not, asrepresented by block 728. If vehicle 100 is moving, relay 726 iscontrolled to connect DC-to-DC converter 724 to accessory battery 720,as represented by block 730. If vehicle 100 is not moving, relay 726 iscontrolled to connect DC-to-DC converter 564 to accessory battery 720,as represented by block 732. In one embodiment, DC-to-DC converter 564provides a lower voltage than DC-to-DC converter 724. In one example,DC-to-DC converter 564 provides 13.2 V while DC-to-DC converter 724provides 14.2 V. When vehicle 100 is in a key “OFF” configuration,accessory battery 720 is not being charged.

Referring to FIG. 25, storage trays 750 are shown. Referring to FIG. 26,Storage trays 750 are supported on seat support portion 216 of frame150. Storage trays 750 are positioned above battery packs 304 and belowseating 132. Returning to FIG. 25, storage trays 750 may be used on botha driver side of vehicle 100 and a passenger side of vehicle 100. Thestorage trays 750 positioned on the driver's side of vehicle 100 may berotated about a vertical axis 180 degrees to be used on the passenger'sside of vehicle 100.

Storage trays 750 include first cutout 752 and a second cutout 754.Cutouts 752 and second cutout 754 permit storage trays 750 to bepositioned as shown in FIG. 26 without interfering with seat brackets755 which couple to seating 132. Storage trays 750 includes a firstledge 756 which rests on portion 758 of seat support portion 216 and asecond ledge 760 which rests on upper flange 342 of support member 340.Second ledge 760 is formed of spaced apart tabs.

Storage trays 750 are divided into multiple storage compartments 762 and764. Storage compartments 762 and 764 are laterally spaced apart and areconnected by a bridge portion 766. Bridge portion 766 of storage trays750 rests on supports 768 of seat support portion 216 as shown in FIG.28.

In one embodiment, storage trays 750 are drop in trays that aresupported by seat support portion 216. Trays 750 may be removed to allowaccess to batteries 318. In one embodiment, storage trays 750 may beremovably coupled to seat support portion 216. In one embodiment,storage trays 750 are made of plastic.

Referring to FIG. 25, battery supports 270 are shown. Battery supports270 include a lower support tray 772 and an upper support tray 774. Inone embodiment, lower support tray 772 is made of metal and uppersupport tray 774 is made of a non-corrosive material, such as plastic.Lower support tray 772 is coupled to frame 150 and includes upstandingwalls 776 which locate upper support tray 774. In a similar fashionupper support tray 774 includes upstanding walls 778 which locatebatteries 318. In addition to upstanding walls 778, upper support tray774 includes dividers 780 which also locate batteries 318.

Referring to FIG. 29, in one embodiment, lower support tray 772 andupper support tray 774 are supported on tray supports 790. In oneembodiment, tray supports 790 and lower support tray 772 cooperate topermit the lower support tray 772 to move in directions 792 and 794. Inone embodiment, tray supports 790 and lower support tray 772 are railmembers which permit the movement of lower support tray 772 indirections 792 and 794 relative to tray supports 790 as shown in FIG.30. In one embodiment, the two lower support tray 772 are coupledtogether through a linkage 796. When accessory 722 on the driver sidemoves in direction 797, linkage 796 causes lower support tray 772 on thepassenger side to move in directions 794. In this manner, vehicle 100remains balanced while batteries 318 are accessible without removingseating 132. Of course, the exterior panels or doors of vehicle 100 needto be removed or opened prior to the movement of lower support tray 772.

Referring to FIG. 1 and FIG. 3, batteries 318 are generally protectedfrom mud and other debris by body panel 502 and side panels 170.Referring to FIG. 25, rear guards 800 are provided which couple to frame150 in the position shown in FIG. 27. This helps to protect batteries318 from mud and debris from rear wheels 102. In addition, vehicle 100may include additional guards 804 (see FIG. 2) which would extendrearward from rear guards 800. A guard 804 is provided on both sides ofvehicle 100. Rear guards 800 and guards 804 may define the coolingtunnel 682 of FIG. 14B.

Although side panels 170, body panel 502, rear guards 800, and guards804 protect batteries 318 from mud and debris, they do not provide awater tight enclosure. In one embodiment, batteries 318 are flooded leadacid batteries having open vents 810 (one represented in FIG. 31) ontop. Gas, such as hydrogen is emitted through vents 810 during chargingand discharging. Also, fluids, such as water, may enter vents 810.Referring to FIG. 31. in one embodiment, a conduit 812 is coupled tovents 810. Conduit 812 has an open end 814 through which any fluid fromvents 810 is exhausted. Conduit 812 also prevents liquid, such as waterreaching vents 810 unless it enters end 814. As such, conduit 812effectively raises a water line 816 of vehicle above the location ofvents 810. In one embodiment, the water line is raised to a height 818Aequal to the bottom of seating 132. In one embodiment, the water line israised to a height 818B equal to the top of seating 132. In oneembodiment, the water line is raised to a height 818C equal to the topof dash 650. In one embodiment, the water line is raised to a height818D equal to the top of seat back portion 138. In one embodiment, thewater line is raised to a height 818E equal to the top of rolloverstructure 178. In one embodiment, motor 370 is a sealed motor, such thatthe water line of vehicle 100 may be above motor 370.

Referring to FIG. 32, a generator 820 may be mounted in bed 120. In oneembodiment, the generator 820 includes an internal combustion engine. Inone embodiment, generator 820 is strapped to bed 120. In one embodiment,generator 820 includes brackets 822 which support expansion retainers824 that interact with mounts 124 in bed 120 to couple generator 820 tobed 120. Exemplary retainers are disclosed in U.S. Pat. No. 7,055,454,assigned to the assignee of the present application, the disclosure ofwhich is expressly incorporated by reference herein. An electrical cable830 is provided which may be operatively coupled to generator 820 andchargers 310. In one embodiment, electrical cable 830 is retained tohave a first end extending up from between operator area 130 and bed120. In one embodiment, electrical cable 830 extends through bed 120proximate the location of the hinge on bed 120 when bed 120 is a dumpbed. This allows the bed 120 to be raised without disconnectingelectrical cable 830.

Referring to FIG. 33, an external device 900 may be coupled to acommunication interface 902. In one embodiment, communication interface902 is a port, such as connector 931 in FIG. 7, for hard wiredconnection to external device 900. An exemplary hard wired connection isthrough a SMARTLINK brand cable. In the illustrated embodiment,communication interface 902 is configured to interact on a CAN network904. The CAN network also includes controller 552. As is known, modulescoupled to network 904 are able to send and receive messages to othermodules also connected to network 904. Referring to FIG. 34, externaldevice 900 also includes a CAN communication interface and when coupledto communication interface 902 can communicate on network 904. Byproviding communication interface 902 on vehicle 100, a user, such as adealer, may interface with many individual vehicles 100 regardless ofthe type of controller 552 used on each vehicle. Although a CAN networkis illustrated, in other embodiments any suitable hard wired or wirelessnetwork may be implemented to permit the communication between externaldevice 900 and controller 552 and between the components of vehicle 100.

External device 900 includes a controller 910 which has access to amemory 912. Exemplary external devices include general purposecomputers, handheld computing devices, laptop computer, and othersuitable devices. Memory 912 includes software which presents agraphical user interface 913 on a display 914 of external device 900.The operator of external device 900 may provide input through graphicaluser interface 913 to controller 910 with input devices 916.

External device 900 also includes diagnostic software 920 through whichan operator of external device 900 may retrieve error codes and otherinformation from controller 552 of vehicle 100. Based on thisinformation, the operator may diagnosis the status of vehicle 100. Inone embodiment, the motor drive current is able to be monitored in realtime by external device 900. In one embodiment, the angle numbersetpoint of the slip between the rotor and stator of the motor may bemonitored by external device in real time. In addition, external device900 also includes controller updates 922. Controller updates 922 areupdates to the processing logic of controller 552.

In addition, external device 900 also include a collection of responsescurves 930 in memory 912. Exemplary response curves 932A, 932B, and 932Care represented. In one embodiment, the response curves are provided ina database. One or more of the response curves 932 maybe copied tocontroller 552 of vehicle 100. In one embodiment, an owner of vehicle100 may purchase response curve 932A from a dealer and then the dealerwill copy response curve 932A to controller 552 of vehicle 100. Asmentioned herein, response curves 932 provide the torque profile ofvehicle 100 based on the position of throttle pedal 632. The individualresponse curves 932 provide profiles which vary the tradeoff betweenpower performance of vehicle 100 and range of vehicle 100. The responsescurves may include slip curves and other parameters which alter theperformance of vehicle 100.

Returning to FIG. 33, in addition to controller 552 it is contemplatedto include various other components of vehicle 100 on network 904. Byway of example, key switch 560 may be coupled to network 904 through akey on switch control module 940. The control module 940 handles thecommunication with the CAN network 904. In one embodiment, key switch560 is replaced with an RFID tag or other token which is presented tovehicle 100. Further, the remaining input switches (genericallyrepresented by input switch 942) and sensors (generically represented bysensor 944) may be coupled to network 904 through respective controlmodules, respectively (generically represented by control modules 946and 948).

In one embodiment, vehicle 100 includes an operator interface 950 whichis coupled to network 904 through a control module 952. Referring toFIG. 35, in one embodiment, operator interface 950 includes a display954 and a plurality of input buttons 956A-F. Input buttons 956 are softkeys that correspond to functions displayed on display 954 in regions958A-F. Controller 552 is able to interact with the operator of vehicle100 through operator interface 950. In one embodiment, operatorinterface 950 displays error codes, vehicle speed information, vehiclerange information, battery status information, controller temperatureinformation, mode selection information, and other information.

Returning to FIG. 33, in one embodiment a braking/traction controlsystem 960 is coupled to network 904 through a control module 962. Inone embodiment, brakes 964 (see FIG. 22) are anti-lock brakes which arecontrolled by braking/traction control system 960. In one embodiment, anelectronic power steering system 970 is coupled to network 904 throughcontrol module 972. An exemplary power steering system is disclosed inU.S. patent application Ser. No. 12/134,909, filed Jun. 6, 2008, titledSUSPENSION SYSTEMS FOR A VEHICLE, the disclosure of which is expresslyincorporated by reference herein.

Exemplary vehicle components and controls associated with an exemplaryCAN network are disclosed in U.S. patent application Ser. No.11/218,163, filed Sep. 1, 2005, titled CONTROLLER AREA NETWORK BASEDSELF-CONFIGURING VEHICLE MANAGEMENT SYSTEM AND METHOD and U.S. patentapplication Ser. No. 12/475,531, filed May 31, 2008, titled VEHICLESECURITY SYSTEM, the disclosures of which are expressly incorporated byreference herein.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. The application is, therefore, intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1. An electric vehicle, comprising: a frame having front and rear ends;a plurality of ground engaging members supporting the frame, theplurality of ground engaging members including a first group positionedadjacent the frame front end and a second group positioned adjacent theframe rear end; an electric motor supported by the frame; a front drivesystem supported by the frame and positioned adjacent the frame frontend, the front drive system operatively coupled to the electric motorand to the first group of ground engaging members, the electric motorproviding power to at least one of the first group of ground engagingmembers; a rear drive system supported by the frame and positionedadjacent the frame rear end, the rear drive system being operativelycoupled to the electric motor and to the second group of ground engagingmembers, the electric motor providing power to at least one of thesecond group of ground engaging members; a plurality of batteriessupported by the frame; an electronic controller which controls aprovision of power from the plurality of batteries to the electricmotor; and a drive mode input operatively coupled to the electroniccontroller, the electronic controller operating the electric vehicle inone of a plurality of drive modes based on the drive mode input, whereinin a first drive mode the electronic controller specifies a first amountof motor braking to be applied by the electric motor and in a seconddrive mode the electronic controller specifies a second amount of motorbraking to be applied by the electric motor, the second amount differingfrom the first amount.
 2. The electric vehicle of claim 1, whereinparameters for first drive mode and parameters for the second drive modeare stored in a memory accessible by the electronic controller.
 3. Theelectric vehicle of claim 2, wherein the parameters for the first drivemode are downloaded from a remote device operatively coupled to theelectronic controller.
 4. The electric vehicle of claim 1, wherein thefirst drive mode is a company mode which is specified by an owner of theelectric vehicle.
 5. The electric vehicle of claim 1, further comprisinga prop shaft coupling the electric motor to the front drive system, theprop shaft extending through a longitudinal opening in the plurality ofbatteries.
 6. The electric vehicle of claim 1, wherein at least one ofthe first amount of motor braking and the second amount of motor brakingvary based on an rpm of the vehicle.
 7. The electric vehicle of claim 1,wherein at least one of the first amount of motor braking and the secondamount of motor braking are applied when a current speed of the electricvehicle exceeds a desired speed of the electric vehicle.
 8. An electricvehicle, comprising: a frame having front and rear ends; a plurality ofground engaging members supporting the frame, the plurality of groundengaging members including a first group positioned adjacent the framefront end and a second group positioned adjacent the frame rear end; anelectric motor supported by the frame; a front drive system supported bythe frame and positioned adjacent the frame front end, the front drivesystem operatively coupled to the electric motor and to the first groupof ground engaging members, the electric motor providing power to atleast one of the first group of ground engaging members; a rear drivesystem supported by the frame and positioned adjacent the frame rearend, the rear drive system being operatively coupled to the electricmotor and to the second group of ground engaging members, the electricmotor providing power to at least one of the second group of groundengaging members; a plurality of batteries supported by the frame; anelectronic controller which controls a provision of power from theplurality of batteries to the electric motor including a drive current;and a drive mode input operatively coupled to the electronic controller,the electronic controller operating the electric vehicle in one of aplurality of drive modes based on the drive mode input, wherein in afirst drive mode the electronic controller limits the drive current in afirst non-linear fashion based on an rpm of the electric motor and in asecond drive mode in a second non-linear fashion based on the rpm of theelectric motor.
 9. The electric vehicle of claim 8, further comprising aprop shaft coupling the electric motor to the front drive system, theprop shaft extending through a longitudinal opening in the plurality ofbatteries.
 10. The electric vehicle of claim 8, wherein at least one ofthe first non-linear fashion and the second non-linear fashion includesa plurality of linear segments.